Ments



(No Model.)

mmm lll w /lI ////I WITNESSES W (MA a 4 Sheets-Sheet 2. H. L. MORRELL. GAR VENTILATING DEVICE.

Patented'D'eo. 17, 1889.

INVENTOR BYZZL'%W A TTORNEY (No Model.)

H. L. MORRELL. GAR VENTILATING DEVICE.

4 Sheets-Sheet. 3.

No. 417,575. Patented Dec. 17, 1889..

ATTORNEY Q j/NVENTOR BY/VZ- WITNESSES: M; may

4 Sheets-Sheet 4.

(No Model.)

H. L. M ORRELL. GAR VENTILATING DEVICE.

Patented Dec. 1'7, 1889.

I INVENTOR; Hwi By I 5M, .Attorne-y.

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UNITED. STATES 1 PATENT 7 OFFICE.

HENRY L. MORRELL, OF NEW YORK, N. Y., ASSIGNOR, BY MESNE ASSIGN- MENTS, TO THE INTERNATIONAL MANUFACTURINGASSOCIATION, OF

SAME PLACE.

CAR-VENTI LVATI NG DEVICE.

SPECIFICATION forming part of Letters Patent No. 417,575, dated December 17, 1889.

I Application filed April 19, 1889- Serial No. 307,756- (Nomodeh) T 0 aZZ whom it may concern.-

Be it known that I, HENRY L. MoRRELL, a citizen of the United States, and a resident of New York, in the county of New York and State of New York, have in vented certain new and useful Improvements in Car-Ventilating Devices, of which the following is a specification.

My invention relates to improvements in car-ventilating devices of the class in which sashes are opened in the upper parts of the roof of the car, or, in other words, in the clear-story of the car; and it consists in so constri'lcting the ventilating-sashes and the coact-ing parts that all the sashes may be opened for ventilation irrespective of the direction in which the car may be moving, and my apparatus is so made that it is simple in construction, durable in use, and free from rattling, dust, and other defects incident to some other' forms.

- My invention also consists in certain novel features in the construction of car-ventilating apparatus of the kind referred to, which will be hereinafter described,.and set forth in the claims. v. p A s In the drawings hereof the same referenceletters indicate the same parts in all the figures. a

Figure 1 illustrates a. front .plan view of a single sash having my invention attached thereto. Fig. 2 illustrates a horizontal view of the apparatus, taken 011 the line 0300 of Fig. 1. Fig. 3 illustrates substantially the same view of the invention as shown in Fig. 2, the sash being open and all the parts in the position assumed by them when the sash is open. Fig. 4 illustrates anenlarged view of the apparatus in vertical cross-section, taken on the line 2 z of Fig. 1. Fig. 5 illustrates a detail, partly in section, of the dowelshifting apparatus, showing also the double cam-plate, full sized.

cam-plate whereby the sash is guided and confined while it is being opened andwhen open. Fig. 6 illustrates a top view of the Fig. 7 illustrates a sectional view of the cam-plate on the line a: w of Fig. 6. Fig.8 illustrates a View of the slide-plate carrying the cam-pin and the com- ,pression-buifers, which are placed in the lower rail of the sash, and which, being operated by the dowel-shifting apparatus and coacting with the cam-plate, determine which end of the sash shall open, and which, when opened, :confine it against rattling. Fig. 9 illustrates a top view of the parts shown in Fig. 8. Figs. 1'0, 11, 12, and 13 illustrate in various views, hereinafter to be explained, the frame or bracket which contains and supports most of the sash-operating devices, as hereinafter set :forth. Figs. 14 and 15 illustrate an alternative construction of the dowel-shifting defVlOGS, Fig. 15 showing them as inclosed within the lower rail of the sash, the rail being sectioned longitudinally for that purpose. Fig. 16 illustrates a top view, partly in section, of a series of sashes operatedas hereinafter set forth. (Two sashes only are shown.)

It will be noticed that in the drawings one sash only is illustrated. Lwish it to be understood, however, that there are to be or may be in practice a continuous line of sashes extending along so much of the roof of the car as desired, as usual when such ventilatingsash are used. 1 I do not, however, limit myself to the simultaneous operation of a series of sashes, my invention being applicable to a single sash only, if desired.

A is the vertical portion of the roof or clear-story of the car, in which the sashes B are set in suitable frames, as usual. The sashes fit the frames with the usual snugness. O is a lever pivoted at C to the side of the car and connected with a longitudinally-extending rod D, which runs the length ofthe line of sashes.

E are metallic brackets or frames, (best seen in Figs. 10 to 13,) which are screwed or otherwise fastened to the sides of the car adjacent to the center of each sash. This frame comprises two side pieces E and E and a central lug E and a slideway E in its upper rear portion.

F is a block, (see especially Figs. 11,12, and 2,) which is attached in any preferred manner to the longitudinally-movable rod D. It slides on a rod or way F, located between the side pieces E and E of the frame E.

G is a vertical shaft (see specially Fig. 4) stepped at the bottom into a bearing G in the lug E of the frame E, and is also journaled atthe upper end in a bracket G (See Figs. 1 and 4.) To this shaft are keyed two levers H and H, the counterpart levers whereof II and H are attached to the sash by pivoted connections, as shown at 11*, Figs. 3 and 4. The lever H is a bell-crank lever, the outer member H whereof is provided with a slot, in which works a pin H, projecting upwardly from the block F.

I (see Fig. 6) is a metallic plate having two curved slots 1 and I made therein on substantially the arcs of circles struck from each end of the sash, leaving a centrally-disposed and somewhat elevated rib I between them. I will call the bearing-surfaces on the sides of the rib I double cam-surfaces in the claims hereof, since their effect in the operation of the apparatus is somewhat similar to that of cams. This plate is secured to the car-frame immediately below the lower edge of the sash and projects outwardly in a horizontal plane on a level with its lower edge, and supports the sash when it is opened. At the inner ends of the slots in this plate the metal is beveled oif downwardly, as seen at I in Figs. 6 and 7, and there are two depressions or sockets 1 and I one at the end of each slot, for a purpose hereinafter to be explained.

J (see Fig. i) is a plate similar to the plate I, excepting that it has a single slot only, the exterior whereof conforms to the exterior lines of the plate I. Its function is simply to sustain the upper side of the sash, preventing uneven strain between the top and bottom opening and closing levers when the sash is forcibly thrown fullyopen. In other words, it is practically a stop. It is fastened to the upper side of the sash-frame immediately above the sash, and a pin J, fastened in the upper rail of the sash, plays through the slot in this plate J.

Referring now to Figs. 1, 2, and 3, K is a cylindrical casing made, preferably, of brass. It is attached to the vertical side of the car at one end of the row of sashes and contains a coiled spring. (Not shown.) K is a rod, which is attached to the spring within the casing K. It extends longitudinally along in front of the entire row of sashes, lying adjacent to the lower bar thereof. K is a rack formed or attached to this rod K. K is a pinion keyed on a short shaft K which turns in bracket-bearings K attached to the car, and is operated by a handle K on the end of the shaft. The pinion meshes into the rack on the rod K. At each of the frames E, heretofore described, there is a sliding bifurcated shipper-block L, which is attached to the rod K and slides in the slideway E before mentioned, so that as the handle K is operated the rodK moves the several shipper-blocks L, which are located directly in front of the center of each sash, in one direction or the other, depending on the direction in which the handle K is turned, and when it is released the action of the spring within the easing K immediately returns the rod and all the shipper-blocks L to their normal position midway of the sashes. The construction of the spring within the casing K and its connection with the rod K are such that the rod will, when released, be moved to a midway position, so that the shipper-block L will normally always be in a line with the central part of the sash. Such a construction of the spring and its method of connection with the rod are now well known and do not require special description.

Referring nowmore especially to Figs. 3, 4, 8, and 0, M is a rod, which extends along the lower rail of each sash on the inside from substantially end to end thereof, and at each end it is rigidly attached to a metallic rod M, which has a shank M (see specially Fig. 3,) playing in a slot made in a metallic plate M, which is screwed fast to the sash. The shank M enters and has longitudinal movement in an enlarged recess M made in the end of the sash, and the ends of the shanks, being turned at right angles, project from the end of the sash and enter sockets N adapted to receive them, made in the sash casings or jambs. These projecting ends of the shanks I will call the dowels.

M is a knob fastened to the central part of the rod M by a set-screw l\' This knob has a shank M which passes through a slot made in a plate M, (see Fig. 4,) attached to the front side of the lower rail of the sash, and it engages on the interior of the sash-rail Wit-h a longitudinally-movable plate N, (see Figs. 8 and 9,) which is supported and guided in a frame composed of a face-plate O, having posts 0 0, connected by a plate projecting at right angles from it, and which are planed out, so as to furnish support and guidance to the plate N, as shown in Figs. 8 and 9.

O O are two additional posts set near the ends of the plate N, against which are fastened in any preferred manner rubber buffers O 0 Spring-buffers maybe substituted for these rubber ones, if preferred, and they are so arranged that the ends of the plate N will not bear against them until it is pressed almost to the limit of its movement either to the right or left, as the case may be.

0 is a downwardly-projecting pin, which is rigidly attached to the plate N'and moves with it. It is of course also rigidly attached to the rod M by means of the plate N, which is rigidly attached to the said rod. The plate N projects below the lower surface of the sash, passing through a slot made in the face-plate O, and the adjustment of all the above-recited parts is such that the pin 0 when the sashes are closed, always rests upon the cam-plate I, in either the socket I or 1, depending on which one of the slots 1 or I it was last withdrawn from; and the adjustment isalso-such' that when the sash is closed the knob M shall always lie between the jaws of the shipper-block L, these jaws being separated a sufficient distance to allow the knob to enter and pass out from them irrespective of whether it is in one or the other of the sockets I or I.

. The operation of the apparatus as thus far described is as follows: Assume that all the sashes are closed and the car at rest. The

attendant, ascertaining in which direction the car is about to be moved, turns the handle K in the direction in which it will force the rod K in the same direction in which the car is to move. This act causes all the shipperblocks which, as stated, are at this time in engagement with the several knobs M to move in the same direction, and consequently all the knobs are moved slightly in the same direction. In so doing the pin O is transferred from one socket 1 into the other I, or vice versa, as the case may be, and the socket into which it is moved accurately centers the pin relative to the slot in the plate I along which it is about to be moved during the operation of opening the sashes. The lever O is then operated, and through the instrumentality of the rod D, the sliding block F, the shaft G, and the levers H, -H',H H and H the sashes are all opened, swinging on their dowels as a fulcrum, which, as-stated, are

projected therefrom and resting in the holes" in the sash-frame, and as the sash swings open the pins 0 during their movement through the slots I or 1 as the case may be, in the plate I crowd the plate N harder and harder against the spring or other buffer 0 in the lowerrail of the sash, the effect of which is to press the sash endwise with great fi rmness against the sash-jambs', thus preven ting all rattling and undesirable movement of the sash. \Vhen the car is to be run in the opposite direction,-thesashes are closed by a reverse movement of the lever C, and all the partsthen return to their normal closed position, and it will be noticed-that when the sashes are closed the pins 0* slide up the inclines I atthe ends of the slots I and I in the plate I and'rest in one or the other of the sockets I or I, as before stated. The same operation is then repeated, excepting that the handle K is turned in the opposite direction, which projects the dowels at the opposite ends of the sashes, and when the lever C- is then in turn operated the sashes will be all opened in the reverse direction.

In Figs; 14: and 15 I show an alternative construction of the. dowel shifting apparatus-that is to say, the rod Min this form is inclosed within the lower rail of the sash and projects in a straight line from'the ends thereof to form the dowels, as at P, Fig. 15, passing through an ordinary metallic cornerplate P, andhaviug a somewhat elongated stem P, which passes through a slot made in' the front of the sash-rail for engagement with the shipper-block L. It will be obvious to those familiar with such structures that an ordinary plate-spring may be substituted for the coiled spring inclosed in the cylinder K, and that a simple lever may be substituted forthe rack and pinion and handle K K K,

respectively. It will also be understood that there are to be two levers 0, each connected to the rod D, one at each end of the car, and also that there are duplicate handles, pinions, and racks for operating the shipper-rod K, located one at either end of the car, so that the train-men may operate the sashes from either end of their car.

I do not limit myself to the details of construction described and shown, since they may be very considerably altered and still the essentials of my invention be employed.

I claim 1. The combination, in a car-ventilating system, of a series of sashes unconfined at their ends and provided with means, substantially as set forth, whereby they may be interchangeably pivoted to the car at either end, and sash opening and closing devices attached centrally to the sashes and operated by a single lever and connecting-rod, substantially as set forth.

2. The combination, in a car-ventilating system, of a series of sashes unconfined at their ends and provided with means,- substantially as set forth, whereby they may be interchangeablypivoted to the car at either end, sash opening and closing devices attached centrally to the sashes and operated by a single lever and connecting-rod, and compressingbuffers constructed and arranged .to' subject sash-frame, over and into which a projection on the under side of the sash passes when closed, whereby the sash is partially maintained in position when closed, substantially as set forth.

4.. The combination, in a car-ventilating.sys-

tem, of a series of sashes unconfined at their ends and provided with means, substantially as set forth, whereby they may be interchangeably pivoted to the car at either end, sash opening and closing devices attached to the sashes and operated by a single lever and connecting-rod, compressing -buffers constructed and arranged to subject the sashes to confining-pressure when opened, and an inclined surface and socket over and into which some part of the sash mechanism passes when closed, substantially as set forth.j V

i 5. The combination of a series of sashes,

each provided with a longitudinally-movable and cushionedro'd the ends whereof form dowels which are adapted to be interchangeably projected beyond the ends of the sash, sockets in the sash-jambs for the reception of the dowels, a longitudinally-movable springcontrolled shipper-rod operated by a lever and provided with a shipper-block adapted to engage with the dowel-rod of each sash when the sashes are closed, sash opening and closing devices, substantially as described, provided for each sash, all operated by a single lever and connecting-rod, double cam-s11 rfaces for each sash rigidly attached to the frame of the window and constructed and arranged to engage with a pin which is rigidly attached to the dowel-rod and niovably connected with the sash during the opening and closingof the sash, and an inclined surface and sockets at the lower central part of the sashframe, over and into which a projection on the under side of the sash passes when the sash is closed, all constructed and arranged substantially as and for the purposes set forth.

6. The combination of a series of sashes each provided with a longitudinally-niovable rod the ends whereof form dowels which are adapted to be interchangeably projected be yond the ends of the sash, cushions between the rod and the sash, sockets in the sashjainbs for the reception of the dowels, a longitudinally-movable spring-controlled shipper-rod operated by. a lever and provided with a shipper-block adapted to engage with the dowel-rod of each sash when the sashes are closed, sash opening and closing devices, substantially asdescribed, for each sash, all operated by a single lever and connectingrod, and double cam-surfaces for each sash attached to the sash-frame, and which engage with a pin rigidlyattached to the dowelrod and inovably connected with the sash during the opening and closing of the sash, all constructed and arranged substantially as and for the purpose set forth.

7. The combination of a series of sashes each provided with a longitudinally-movable rod the ends whereof form dowels which are adapted to be interchangeably projected beyond the ends of the sash,s0ckets in the sashjainbs for the reception of the dowels, a 1011- gitudinally-inovable spring-controlled shipper-rod operated by a lever and provided with a shipper-block adapted to engage with the dowel-rod of each sash when the sashes are closed, sash opening and closing devices, substantially as described, for each sash, all operated by a single lever andconnectingrod, and double cam-surfaces for each sash attached to the sash-frame, and which e11- gage with a pin rigidly attached to the dowelrod and movably connected with the sash during the opening and closing of the sash, all constructed and arranged substantially as and for the purpose set forth.

8. The combination of a series of sashes each provided with a longitudinally-movable rod the ends whereof forin dowels which are adapted to be interchangeably projected beyond the ends of the sash, sockets in the sashjambs for the reception of the dowels, a longitudinally-movable spring-controlled shipper-rod operated by a lever and provided with a shipper-block adapted to engage with the dowel-rod of each sash when the sashes are closed, sash opening and closing devices, substantially as described, for each sash, all operated by a single lever and connecting-rod, double cam-surfaces for each sash rigidly attached to the frame of the window and constructed and arranged to engage with a pin rigidly attached to the dowel-rod and movably connected with the sash during the opening and closing of the sash, and an inclined surface and socket for each sash rigidly attached at the lower central part of each sashframe, over and into which a projection on the lower side of the sash passes when the sash is closed, all constructed and arranged substantially as and for the purposes set forth.

0. The combination of a series of sashes each provided with a longitudinally-movable rod the ends whereof form dowels which are adapted to be interchangeably projected beyond the ends of the sash, sockets in the sashjambs for the reception of the dowels, a longitudinally-movable shipper-rod operated by a lever and provided with a shipper-block adapted to engage with the dowel-rod of each sash when the sashes are closed, sash opening and closing devices, substantially as described, for each sash, all operated by a single lever and connecting-rod, and double camsurfaces for each sash attached to the sashframe and which engage with a pin rigidly attached to the dowel-rod and movably connected with the sash during the opening and closing of the sash, all constructed and arranged substantially as and for the purposes set forth. I

10. The combination of a sash unconfined at its ends and provided with means, substantially as set forth, operated by a single handle,wherebyits ends maybe interchangeably pivoted to the car, and sash opening and closing devices attached centrally to the sashes, substantially as set forth.

11. The combination of a sash unconfined at its ends and provided with a longitudinallymovable rod the ends whereof form dowels which are adapted to be interchangeably projected beyond the ends of the sash, cushions between the rod and the sash, sockets in the sash-jambs for the reception of the dowels, and sash opening and closing devices centrally attached to the sash, as and for the purposes set forth.

12. The combination of a sash unconfined at its ends and provided with a longitudinally movable rod the ends whereof form dowels which are adapted to be interchangeably projected beyond the ends of the sash, sockets in the sash-jainbs for the reception of the dowels, sash opening and closing devices centrally attached-to the sash, and double cam-surfaces for each sash attached to the sash-frame and which engage with a pin rigidly attached to the dowel-rod and movably connected with the sash during the opening and closing of the sash, substantially as and for the purposes set forth.

13. The combination of a sash unconfined at its ends and provided with a longitudinallymovable rod the ends whereof form dowels which are adapted to be interchangeably proect-ed beyondthe ends of the sash, sockets in the sash-jambs for the reception of the dowels, sash opening and closing devices centrally attached to the sash, double cam-surfaces for each sash rigidly attached to the central lower part of the sash-frame and constructed and arranged to engage with a pin rigidly attached to the dowel-rod and movably connected with the sash during the opening and closing operation, and an inclined surface and 1 sockets rigidly attached to the central lower part of the sash-frame, over and into which said pin passes when the sash is closed, substantially as and for the purposes set forth.

14. The combination of a series of sashes each provided with a longitudinally-movable rod the ends whereof form dowels which are adapted to be interchangeably projected beyond the ends of the sash, sockets in the sashjambs for the reception of the dowels, a longitudinally-movable spring-controlled shipperrod operated by a lever and provided with a shipper-block adapted to engage with the dowel-rod of each sash when the sashesare closed, and sash opening and closing devices attached centrally to each sash, substantially as set forth.

15. The combination of a series of sashes each provided with a longitudinally-movable rod the ends whereof form dowels which are adapted to be interchangeably projected beyond the ends of the sash,'and cushions beyond the rod and the sash, sockets in the sash-jambs for the reception of the dowels, a longitudinally movable spring controlled shipper-rod operated by a lever and provided with a shipper-block adapted to engage with the dowel-rod of each sash when the sashes are closed, sash opening and closing devices attached centrally to each sash, and double cam-surfaces for each sash attached to the sash-frame and which engage with a pin rigidly attached to the dowel-rod and movably connected with the sash during the opening and closing of the sash, all constructed and arranged substantially as and for the purposes set forth.

16. The combination of a sash unconfined at its ends and provided with means, substantially as set forth, operated by a single handle,

whereby its ends may be interchangeably pivoted to the car, sash opening and closing devices attached centrally to the sashes, and a plate arranged on a line with the lower rail of the sash, which supports the same when open, substantially as set forth.

17. The combination of a sash unconfined at its ends and provided with means, substantially as set forth, operated by a single handle, whereby the ends may be interchangeably pivoted to the carand sash, opening and closingdevices separate from those which pivot thesash, constructed and arranged to operate the sash irrespective of which end thereof is engaged with the car, substantially as set forth. a

Signed at New York, in the county of New York and State of New York, this 15th day of April, A. D. 1889.

HENRY L. MORRELL.

Witnesses:

PHILLIPS ABBOTT, CHARLES W. BENJAMIN. 

